Operating mechanism for vehicles



E. GHUENH-ILDT.V

OPERATING MECHANISM FOB VEHICLES.

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Inventoz E. GRUENFELDT OPERATING MECHANISM FOR VEHICLES. APPLICATION FILED SEPT 2. 1915 4 Pv. I *NVN 0, LI o (1Mo: Mug

E. GRUENFELDT.

OPERAHNG MEcHANlsM FOR VEHICLES.

APPLICATION FILED SEPT. 2, 1915. 1,350,450. Patented Aug. 24, 1920.

5 SHEETS-SHEET 3.

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E. GHUENFELDT.

OPERATING MECHANISM FOR VEHICLES.

APPLICATION FILED SEPT- 2, 1915.

Patented Aug. 24,1920.

5 SHEETS-SHEET 4.

m. W W- m noznct) E. GRUENFELDT.

OPERATING MECHANISM FOR VEHICLES.

APPLICATION man SEPT. 2. |915.

1,350,450. PatenaAug. 24,1920.

5 SHEETS-SHEET 5.

Ill v i' UNITED STATES PATIENT oFFllcE.

EMIL GRUENFELDT, OF CLEVELAND, OHIO, A'SSIGNOR, BYMESNE ASSIGNMENTS, TO

THE BAKER R & L COMPANY, OF CLEVELAND, OHIO., A CORPORATION OF OHIO.

OPERATING MEOHANISM FOR VEHICLES.

specification of Lettersratent. Patented Aug 24, 1920.

Application filed September 2, 1915. Serial No. 48,629.

and State of Ohio, have invented certain new and useful Improvements in and relating to Operating Mechanism for Vehicles, of which the following is a specification. v

This invention relates to a motor vehicle and more particularly to the operating mech-` anism which controls the motor for the vehicle and the starting and stopping of the vehicle.

One object of the invention is to provide improved vehicle operating mechanisms, whereby the vehicle may be completely. controlled from dierent points or control stations.

Another object of the invention is toprovide, i'n a vehicle having a plurality of operating mechanisms, means for preventing the operation of the mechanisms at all A stations except the desired station.

OtherY objects of the invention will be obvious to those skilled in the art to which my invention relatestaken in connectlon with the following description and accompanying drawings.`

For the purpose of illustration, I have shown and herein described one form of mechanism embodying my invention.

Figure 1 is a fragmentary top plan view of' the chassis of a motor vehicle andthe control mechanism therefor. embodying my 'invention.

Fig. 2 is a side elevation of the parts shown in Fig. 1, the motor' and propeller shaft and gear casings being omitted. s

Fig. 3 is a view, partly in section and partly in side elevation, of the parts shown in Fig. 2. I

Fig. 4 is a view of the rods or linksshowing their arrangement and connections with other parts of the control mechanism.

Fig. 5 is a fragmentary side elevation of the rear brake foot levers and lock therefor,

with the emergency brake foot lever on.7

' Fig. 6 is'a'view of the parts shown in Fig. 5 looking from the right side thereof.

'Fig l7 is a sectional view on the line 7-7 of Fig. v5,

Fio. 8 is a, sectional view on line 8-8 of Fig.

Fig. 9 is a fragmentary elevation showing the position of the front emergency foot lever and associated parts ,when the rear emergency brake foot lever is on as shown in Fig. 5.

' Fig. 10'is a side elevation ofthe casing for the controller clutch.

Fig. 11 is a section on the linev 11-11 of Fig. 10.

IFig. 12 is a topplan view ofthe clutch casing.

Fig. 13 is a section on the` line 13--13 of I Fig. 11.

Fig. 14 is a fragmentary view, partly in section, of certain elements of the locking mechanism.

Fig. 15 is a view looking toward the left l of the parts shown in Fig. 14.

Fig. 16 is a top plan fragmentary View of certain of the elements shown in Fig. 14.

Fig. 17 fis a fragmentary detail view, partly in section, showing the operating connections between the shafts 12X and 12X and the shaft 7 a. Y

In the drawings, 1 indi'cates'the chassis of a motor vehicle. It preferably comprises longitudinal frame members 1*1 (only one of which is shown), transverse `members 1b and intermediate longitudinal bars 1, all of which are rigidly connected together Yin any well known manner; 2 indicates the wheels for the chassis l1, only one wheel being shown indicates a motor, the casing thereof being connected at its rear end to a tubular mem?. ber 4 which in turn is connected to the differ- 'ential casing 5 of'the rear axle mechanism.

'adapted to be detachably connected end to end so that the controller and its casing can be removed intact without disassembly of other parts of the controller operating con! nec-tions'. When the parts are constructed in' this manner, the shaft section which depends below the controller casing 7 is supported 'in bearings 7b; `The bearings 7h are supportedby a bracket 7 c the walls of which are shaped to inclose a part of the shaft, as shown at 7 1, and have a detachable section 7e to permit assembly and disassembly of the shaft and its correlated parts.

8, 9, indicate pairs of rods and connecting shafts for the running and emergency brakes, respectively, for the vehicle: 10 indicates springs connected to each of said brake mechanisms and tending to hold them normally in off position.

11 indicates as an entirety the steering mechanism which will be later described.

I have chosen to illustrate my invention as applied to a vehicle having a front seat or operating position and a rear seat or operating'position, whereby the operation of the vehicle can be completely controlled by a person in either one of said seats or positions to the exclusion of a person who may be in the other seat or position. l therefore provide two sets of operating members. one set adjacent, or in juxtaposition. to each seat or position, with connections between said sets and lock and release devices which serve-to always lock one of the sets of operating members while permitting the other Set to be operated. By a set of operating members I mean a hand lever or equivalent device for actuating the motor controller. and a foot lever forv applying the running brake.. In the preferred form of the invention I also include a foot lever for applying the emergency brake.

12 indicates that operating member of the rear set of operating members which is adapted to be connected to the controller shaft 7a in the manner hereinafter set forth for imparting rotary motion thereto in either direction. The operating member 12 preferably consists of a shaft l2X mounted in a tubular standard 12a and having a handle (not shown) at its upper end. The lower end of the standard is supported by a bracket 12b which is fixed in any well known manner to the chassis 1. 12c indicates a sprocket wheel fixed to the lower free end of the shaft 12". 12d indicates a sprocket wheel loosely mounted on the controller shaft 7a, (preferably near its lower end) or a bearing sleeve 12e, surrounding the shaft. The lower end of the shaft Ta is screw threaded to receive a nut 12, which may be locked in any suitable manner. to hold the sprocket wheel in position and against downward movement; the sprocket wheel 12d has a shoulder which bears against a ange or collar provided on the sleeve 12e and the latter 1n turn bears against a shoulder provided on the shaft 7a, these parts coperating to prevent movement of the sprocket wheel 12 upwardly.

12g indicates an endless chain which runs around the sprocket wheels 12. 12d, and transmits motion from the former to the latter.

13 indicates that operating member of the front set of operating members which is adapted to be connected to the controller shaft 7a in the manner hereinafter set forth for rotating it in .either direction. The operating member 13 and its connections with the shaft 7a are similar in construction to the operating member 12 and its connections with the shaft; therefore, it will be unnecessary to describe these parts further. It will be noted, however, that the sprocket wheel 13d is spaced from the sprocket wheel 12d \and bears on its ugper side against the adj acent bearing 7b. n its lower side it engages the collar on the sleeve 13e which in turn engages a shoulder on the shaft 7a. The opposing faces of the sprocket wheels 12d, 13d, are provided with clutch members 14. 15 indicates a double faced clutch on the shaft Ta. The clutch 15 is arranged between the sprocket wheels 12d, 13d, and slidable on the shaft 7a into engagement with either one thereof. The clutch 15 is splined to the shaft 7a by a pin 15a which extends through slots 7a formed in said shaft.

16 indicates a collar having annular walls 16 and slidably mounted on the shaft 7a, preferably between the bearings 7 b therefor. The collar is preferably splined to the shaft Ta by a pin 16El which extends through slots 7a formed in the shaft. 17 indicates a rod which connects the collar 16 and clutch 15 together, wherebythe latter may be operated by movement of the collar. The rod extends through the shaft 7a, which is made hollow to receive it. The rod at its opposite ends is formed with openings through which the pins 15a, 16a, extend. 18 indicates a swingable arm having bifurcations 188L the'free ends of which are disposed between the annular walls 16 at opposite sides of the collar 16. The arm 18 is fixed to one end of a shaft 18b which is mounted in suitable bearings providedon the bracket 7 c. 19 indicates an arm connected to the opposite end of the rock shaft 18b and adapted to be operated by lock and release mechanism 20 to be later described. As will be understood, the arm 18. shaft 18b and arm 19 constitute a lever for operating the clutch 15, whereby the latter is moved in one direction or the other into engagement with one of the sprocket wheels 12d, 13d, whereby the latter will be connected to the shaft 7a.

21;` 21', indicate casings for the sprocket wheels 12d, 13d, respectively, the clutch 15 and the lower part of the shaft 7 a. The casings 21, 21 are detachably connected together and to the casing 7d. The casings 21, 21 are formed in sections for assembly and disassembly purposes, and are provided with tubular members through which the chains 12g..13g, extend. The lower ends of the operatmg members 12X, 13X, and the sprockets 12.y 13, thereon are valso inclosed in suitable CaSlngS 22, 22', which are connected with the tubular members of the casings 21, 21',

respectively, by tubes 23. As shown in the drawings, the chains 12g, 13g, extend through the tubes 23, so that all parts of the connections between the operating members 12, 13", and the shaft 7 a are inclosed to keep out dust and dirt.

24, 25, indicate those operating members of the-rear set which operate the running and emergency brake mechanisms 8 and 9, respectively. These members preferably comprise pedals or foot levers having pivoted foot plates 24X, 25, at their upper ends, respectively. The pedals 24, 25, are loosely mounted upon rock shafts 24a, 25", respectively, which are supported by pairs of brackets or hangers 26, 26", and swing forwardly and rearwardly thereon, independently of each other, as will be later described. The brackets 26, 26X, are secured in a well known manner to the bottom of a box or case 26"l which is preferably supported below the floor of the vehicle so as to bring lthe pedals 24, 25, in convenient position for manipulation by the operative.

24", 25" indicate levers fixed to the rock shafts`24", 25", respectively, as shown in Fig. 8, and adapted to be moved by the pedals 24, 25, respectively, in the manner hereinafter described to apply the brakes ofthe brake mechanisms. To the free end of the lever 24" is pivotally connected one end of a rod 24". `The opposite end of the rod 24C is pivotally connected through a yoke 8awith a lever forming part of the running brake mechanism 8, as shown inFig. I. To the free end of the lever 25" is pivotally connected one end of a rod 25". The opposite end of the rod 25c is pivotally connected through a yoke (not shown) with a lever forming part of the emergency brakefmechanism 9. lVhen the levers 24", 25", are moved forward about theiraxes, they operate through the rods 24", 25, to apply the brakes,

as will be understood by those skilled in this art.

27 indicates connections between each pedal 24, 25, and theladjacent lever 24", 25",

respectively. Each of these connections are4 preferably of a character whichA connect the pedal and lever together when the former is moved forwardly to apply the brake, but permit movement of the lever forwardly and rearwardly independently of and without affecting the adjacent pedal in any manner. One purpose of these co-acting connection: is to provide for the carrying out of my invention with a minimum number of parts.

The connections 27, referring to the connections between the pedal 24 and the level- 24", for example, preferably comprise a series of spaced lugs or teeth 27a projecting laterally from the pedal 24 and a series of lugs 27" projecting laterally from the lever 24".

j The lugs 27a and 27" are arranged in a circle alternate with each other so that each lug 27" is disposed in the path of movement of the adjacent lug 27a behind it-the direction of movement of the lugs 27a being represented by the arrow in Figs. 5 and 9. When the pedal 24 and lever 24" are in normal position, each lug 27" is in engagement with or close to the lug 27a behind, but is spaced a considerable distance from the lug 27" in front of it. As a result of thisk arrangement, should the pedal 24 be operated from normal position about the axis of the shaft 24a it will, through the engagement ofthe lugs 27 with the lugs 27", swing the lever 24" forward and cause the running brake to open ate; but in the event the lever 24" is moved forward, it will not actuate the pedal 24. In actual construction I prefer to provide three lugs 27"L and an equal number of lugs 27". This construction permits the `operation of the lever 24" a full stroke to apply the brake, as will be later described, without engagement of its lugs 27" with the lugs 27". i 28 indicates as an entirety devices for locking the lever 25", forming `part of the emergency brakey mechanism in the on position.

The locking devices 28 may comprise a ratchet 28a, a pawl 28" arranged to engage therewith and release mechanism 29 for disengaging the pawl 28" from the ratchet. The ratchet 28a consists of a segmental plate 28" provided with teeth on its upper edge. The ,opposite ends of the plate 28c are rigidly secured to the free ends of arms 26" which are by preference formed integral with the adjacent brackets 26 (see Fig. 7 The pawl 28" is fixed to a rock shaft 28d which is mounted in a suitable bearing provided on the free end of an arm 28eextending upwardly from the free end of the adjacent lever 25" (see Fig. 6). The pawl 28" is provided with a tail piece 28" with which the release mechanism 29 engages, as shown in Fig. 5, to lift the nose of the pawl out of contact with the ratchet 28a. The nose of the pawl 28" is normally held in engagement with the ratchet 28" by a spring 28". One end of the spring 28t bears against an abutment 28g which extends laterally from the 115 adjacent lever 25"; and the opposite end of the spring 28f bears against the tail piece 28h of the pawl 28" and hence operates to swing the nose downwardly.l The release mechanism 29 may comprise a .rod 29PL pivotally 120 connected at its upper end to the pedal foot plate 25X by which it is operated in an endwiSe direction. The lower end of the rod 29a is slidably mounted in an opening formed in a lug 29" carried by the lever 25. The 125 lower free end of the rod 29" is adapted to engage with and operate the pawl 28" by movement downwardly. 29c indicates a collar fixed in any suitable manner to the rod 29". Between the collar 29c and lug 29" is 130 arranged a spring 29". which is preferably Vao coiled around the rod. and normally maintains the rod 29" in its raised position. When the pedal 25 and lever 25" are moved forwardly to apply the emergency brake 9, the pawl 28", by engagement with the ratchet 28", serves to lock the lever 25" in the forward position; to release it, the foot plate 25X is swung on its pivot by the operative. such operation serving to move downwardly the rod 29" which in turn releases the pawl 28" and permits the lever 25" and pedal 25 to return to normal position. Owing to the fact that the pedal 25 and lever 25" are movable independently of each other, as has been already described, the pedal 25 may be allowed to return to normal position under the influence of a spring 30 (which, is preferably provided for this pedal) without first releasing` the lever 25" from the ratchet 28". When it is desired to release the emergency brake 9, the pedal 25 is moved forwardly until its lugs 27" engage the lugs 27" and the rod 29" is in position to engage the tail piece 28h whereupon the foot plate 25X may be rocked to release the pawl from the ratchet. The operative may then permit the pedal 25 and lever 25" to return to normal position under the influence of the adjacent spring 10.

.Y The sets of operating members for the brake mechanisms 8 and 9, respectively, and their associated parts arranged in juxtaposition to the front seat of the vehicle are similar in construction and arrangement to and are correlated to operate like to corresponding parts in the rear set of operating members and associated parts: (for convenience, I have referred to these parts by the same reference characters for corresponding parts, except to add the prime exponent thereto) with two exceptions, first the levers 24"', 25" are pivotally connected to rods 24"', 25"', respectivel which in turn are pivotally connected to t e rods 24". 25", by the pivot pins connecting the latter rods to levers 24", 25", thereto. lt will therefore be seen that the rods 24". 24". serve as the operating connections between the levers 24". 24" and the running brake 8. and the rods 25", 25" serve as the operating connections between the levers 25", 25" and the emergency brake 9, so that when either pedal 24. 24', or 25, 25, is operated it will apply the brake to which it is connected: and second: I preferably omit duplicating the pawl and ratchet devices 28", 28", for the front emergency brake pedal 25', but provide operative connections 3l between the lever 25" and the pawl 28" mounted upon the lever 25", whereby the release mechanism 29 may operate therethrough to release said pawl 28". Of these operating connections. 31 indicates a rock-shaft mounted in a bearing provided on the arm 28". 51" indicates an arm. which corresponds to the tail piece 28" of the pawl 28", fixed to one end of the shaft 31. 3l" indicates another arm fixed to the opposite end of the rock-shaft 31 and pivotally connected at its free end to one end of a rod 3l". The opposite end of the rod 3l" is pivotally connected to an arm 31" secured to the rock-shaft 28d-see F ig. 6, and serving to transmit motion from the rock shaft 3l to the other rock shaft 28". 1t will be understood from the drawings that the arms 31" and 31" constitute a lever similar in construction to the lever formed by the tail piece 28" and arm 3l", so that when the arm 3l" is operated by the release mechanism 29 the movement thereof will be transmitted to the arm 31d, and the rock-shaft 28", to lift the pawl 28" from engagement with the ratchet 28".

Owing to the connection 24"', 25 between 85 the levers 24", 24" and 25", 25", respectively, it will be understood that when either lever is operated, the other lever will be operated correspondingly about its axis. Accordingly, when the emergency pedal 25 is moved 90 forwardly to the position shown in Figs. 2,

3. and 5 it will move both levers 25", 25" a corresponding distance and thereupon the rear pedal 25 can be returned to normal position leaving the emergency brake locked 95 on due to the engagement of the pawl 28" with the ratchet 28".

By the provision of the operating connections 31, it will be understood that the levers 25". 25" can be released by either pedal accordingly as one or the other is first moved forward until its lugs 27" engage the lugs 27" of the adjacent lever and the rod 29", or 29" of the adjacent release mechanism is in position to engage the tail piece 28", or arm 3l", 105 and thereafter are operated by the adjacent foot plate 25X, or 25X.

Of the lock and release mechanism 20, 20" indicates a control member or lever fixed to a rock-shaft 20" which is mounted in a pair of 110 spaced brackets 20", 20", rigidly connected to one of the transverse members l" of the chassis l. 20", 20"', indicate arms fixed to the rock-shaft 20" and preferably extending therefrom in opposite directions.

20" indicates a rock-shaft preferably arranged parallel to the shafts 24" and mounted in bearings provided on hangers 20" which are preferably formed integral with the adjacent brackets 26. 2Og indicates an 120 arm fixed in any well known manner to the rock-shaft 20". 20h indicates a pair of lock members fixed to the rock-shaft 20" and swingable from the position shown in Figs.

3 and 5 into the path of `movement of luffs 125 24". 25", fixed to and projecting radially from each of the hubs of the pedals 24, 25, whereby these pedals may be locked against movement. 32 indicates a rod or link pivotally connected at its opposite ends to the 180 arm 2,0g and the lever 19 of the controller clutch mechanism. 32a indicatesa rod or link pivotally connected at its opposite ends to the arm 20 and the arm 19 and serving to connect these two parts together, whereby the movement of the control member 20a will operate the arm 19 and it in turn will rock the shaft 2()e to swing the lock members 20h into and out of locking position.

` 20" indicates a rock-shaft mounted in bearings provided in hangers preferably formed integral with the brackets 26 for the shafts 24a', 25a', of the front set of operating members. 20g indicates an arm fixed to the shaft 20e. 20h indicates a pair of lock members fixed to the shaft 20e and swingable thereby into and out of the path of movement of lugs 24d', 25d', formed integrally with the hubs of the pedals 24, 25', respectively. 33 indicates a rod or link pivotally connected at its opposite ends to the arm 20g and the arm 20d and serving as an operative connection between the control member 20a and the lock members 24d', 25d. The operative connections between the control member 20a and the rock-shafts 20e, 20e are of such length and so arranged that the lock members fixed to one shaft always occupy a different position from that vof the lock members fixed to the other shaft, so that when the control member 20a is moved in either direction, the lock members for one set` of operating members are thrown out of locking position and the lock members for the other set `of operating members are thrown into locking position; furthermore, since the arm 19 'is interposed in the connection between the arm 2Og and the control member 20u, it will be understoodA that when the latter is operated it also operates to throw the clutch 15 out of engagement with one sprocket wheel into engagement with the other sprocket wheel on the controller shaft 7r1 so that the controller lever l2a adjacent to the pedals which are unlocked for operation is connected with the controller shaft 7a. In Fig. 3 I have shown the control member 20a in its rearmost position and the locking members 20h for the front operating pedals 24', 25 vin position to be engaged by the adjacent lugs 24d', 25d', should attempt be made to operate the pedals 24', 25'; and the lock members 20h in inoperate position or out of the path of movement of the lugs 24d, 25d.

The upper end of the control member 20a is preferably provided with an enlarged head 20x which serves as a foot-plate to facilitate its operation from one position to the other.

I preferably provide devices for yieldingly locking the control member 20a in either position to which it is moved. These devices are indicated as an entirety at 34. Referring to Figs. 14,15 and 16, 34%1 indicates an arm fixed to the rock-shaft 20'Dl and carrying at its outer end a plate pro vided with two recesses 34"' separated from each other by awall or rib 34h.

34c indicates a lever which is mounted to swing in a plane at right angles to the rockshaft 20b upon a pivot -34d supported in any suitable manner by the adjacent bracket 20. The lever 34c carries a laterally projecting shaft 34e which preferably loosely carries a roller 34f. As shown in the drawings (Fig. 16) this roller is arranged in the plane of the arm 34a and is adapted to fit within the recesses 34h. The lever 34C is preferably of skeleton form and the shaft 34" connects together its side members and supports the roller 34f therebetween. When the member 20a is in oneposition the roller 34f rests in one recess; when the member 20a is moved to its other position, the roller rides the wall or rib 34h and rests in the other recess, the lever permitting the roller to ride over the wall 34h. In order to oppose this movement of the roller 34f and to thus yieldingly lock the rock shaft 20b against movement, I provide a spring 35, which, being connected to a member 20 (preferably carried by the bracket 20) at one end and at its opposite end to the lever 34, tends to swing the latter downwardly and to thus maintain the roller in the adjacent recess 34f. From this construction it will be seen that the member 20a can only be moved from one position to the other by a force suflicient to overcome the power of the spring 35 in resisting movement of the roller to ride the wall 34h.

Of the lsteering mechanism 11, lla indicates a rod pivotally connected at its rear end to an arm 11a which is connected to and operated by a rotatable steering post 11h arranged in juxtaposition to the front seat of the vehicle. The post 11b is mounted at its lower end in a bracket 11c which is xed to the chassis in any suitable manner. 11d indicates a connecting rod pivotally` connected to the arm 11a at its front end and at its rear end pivotally connected to an arm 11e which in turn is connected to and operated by a steering post llf arranged in juxtaposition to the rear seat of the vehicle. The post 11f is preferably mounted in a manner similar to the post 1lb. The posts 11b, 112. are preferably provided with pivoted handles (not shown) at their upper free ends. The vehicle may be steered by either post 11", 11i; the handle for the post not in use at any time may be swung downwardly out of position.

It will be understood that the lock and .release mechanism 20 may be arranged between a front foot pedal and a rear foot `pedal so as to lock one of said pedals and troller and its operating devices. I prefer, however, to arrange the controller operating devices for connection to and coperation with the lock and release mechanism "20 and the brake mechanism or mechanisms, so that the vehicle can be completely controlled only at one control station at a time.

To those skilled in the art of making mechanism of the class described, many alterations in construction and widely differing embodiments and applications or' my invention, will suggest themselves. without departing from the spirit and scope thereof. My disclosures and the description herein are purely illustrative and are not intended to be in any sense limiting.

What I claim is:

1. In a vehicle having a plurality of control stations aid brake operating means, the combination of an operating memberv for said brake operating means at each station, movable devicesarranged when moved' to one position to engage and lock one of said members and when moved to their other position to engage and lock the other member` whereby the operating means can be actuated at any time from one control station only, means for moving said devices, and a brake setting mechanism adjacent to one of said operating members.

2. In a vehicle having a plurality of control stations and brake operating means, the combination of an operating member for said brake operating means at each station. movable devices arranged when moved to one position to engage and lock one of said members and when moved to their other position to engage and lock the other member. whereby the operating means can be actuated at any time from one control station only, means for moving said devices. and a brake setting mechanism common to said operating members.

3. In a vehicle having a plurality or' positions for controlling it, the combination of Abrake operating mechanism. an operating member for said brake operating means at each positionbrake setting mechanism arranged adjacent to one of said o erating members, and connections between t e other operating member and said brake setting mechanism for controlling it. whereby said brake setting mechanism can be set or released at either of said control positions.

4. In a vehicle having a plurality of posi- -tions for controlling it, the combination of a plurality of operating members one arranged in juxtaposition to each of said control positions, a brake mechanism and connections for operating said brake mechanism, devices between each of said members and said connections constructed and arranged to operate the latter when the member is o erated, including means for setting the bra e mechanism in on position, and

means, carried by one of said members, for releasing said setting means.

5. In a vehicle having a plurality of positions for controlling it, the combination of a plurality of operating members one are ranged in juxtaposition to each of said control positions, a brake mechanism and connections for operating said brake mechanism, devices between each of said members and said connections constructed and arranged to operate the latter when the member is operated, including means for setting the brake mechanism in on position, and means for releasing said setting means from either of said members.

t3. In a vehicle, the combination with a frame mounted on wheels, means for propelling the vehicle including a shaft and a brake mechanism, sets of operating members arranged to permit operation of the vehicle from a plurality of positions, connections adapted to connect the members of each set with said brake mechanism and with said shaft, means for locking one member of either set of operating members and throwing out the connections of the other member of said set, while permitting the other set of operating members to be operated, means for setting the brake mechanism, and means carried by each of the operating members for said brake mechanism for releasing said setting means therefor.

T. In apparatus of the class described,

Vthe combination of a brake mechanism including a plurality of connected operating links or elements connected thereto, a pair of arms connected to said links or elements, a pair of operating members, one adjacent to each said arm, and devices interposed between each arm and the adjacent operating member arranged to connect the latter to said arm when-it is moved in the direction to apply the brakes.

*5. In apparatus of the class described, the combination of a brake mechanism including a plurality of connected operating links or elements connected thereto, a pair of arms connected to said links or elements, a pair of operating members one adjacent to each said arm, devices interposed between each arm and the adjacent operating member arranged to connect the latter to said arm when it is moved in the direction to apply the brakes, and a spring normally acting to throw the brake into inoperative position.

l). In apparatus of the class described, the combination of a brake mechanism including a plurality of connected operating links or elements connected thereto, a pair of arms connected to said links or elements, a pair of operating members one adjacent to each said arm, devices interposed between each arm and the adjacent operating member arrangedto connect the latter to said arm when it is moved in the direction to apply the brakes, and a spring connected to each operating member and normally acting to return it to inoperative position.

10. In apparatus of the class described, the combination of a brake mechanism including a plurality of connected operating links or elements connected thereto, a'pair of arms connected to said links or elements, a pair of operating members one adjacent to each said arm, devices interposed between each arm and the adjacent operating member arranged to connect the latter to said arm when it is moved in the direction to apply the brakes, a spring normally acting to throw the brake into inoperative position, and a spring connected to each operating member and normally acting to return it to inoperative position.

11. In apparatus of the class described, the combination of a brake mechanism including a plurality of connected operating links or elements connected thereto, a pair of arms connected to said links or elements, a pair of operating members one adjacent to each said arm, devices interposed between each arm and the adjacent operating member arranged to connect the latter to said arm when it is moved in the direction to apply the brakes, and a setting mechanism common to said pair of arms. v

12. In apparatus of the class described, the combination of a brake mechanism in cluding a plurality of connected operating links or elements connected thereto, a pair of arms connected to said links or elements, a pair of operating members one adjacent to each said arm, devices interposed between each arm and the adjacent operating member arranged to connect the latter to said arm when it is moved in the direction to apply the brakes, a setting mechanism common to said pair of arms, and means car-A ried by each operating member for controlling said setting mechanism.

13. In a motor vehicle, the combination with mechanism to be controlled, of a plurality of control devices located in different positions, means for rendering said devices alternatively operable, automatically preventing simultaneous operation of the devices in different groups, means for setting certain elements of said mechanism, and means adjacent one element in each group of control devices for releasing said setting means.

14. In a motor vehicle, the combination with mechanism to be controlled, of a plurality of control devices located in different positions, means for rendering said devices alternatively operable, automatically preventing simultaneous operation of the devices in different groups, means for setting said mechanism, and means, including elements carried by each control device, for releasing said setting mechanism, whereby the same can be operated at either position.

15. In apparatus of the class described, the combination of a brake, connected elements movable in opposite directions to operate and release said brake, a pair of operating members, a pair of pivoted members, devices interposed between each said pivoted member and said connected elements and serving to transmit movement tol said ele` ments when either of said operating members is moved from normal position in one direction, and means for alternately locking said members in normal position.

In testimony whereof I affix my signature in the presence of two witnesses.

EMIL GRUENFELDT.

Witnesses EDWARD R. ALEXANDER, GEO. B. Prr'rs. 

